Motor-oiling system.



K. G. JOHNSTON.

MOTOR OILING SYSTEM.

APPLICATION FILED MAR. 5, 1908.

Patented Nov. 17, 1908.

l MWA/55555.

KIRK JOHNSTON, OF NEW YORK, N. Y.

` Moron-onlne SYSTEM.

Specification of Letters Patent.

Patented Nov. 1'7, 1908.

-Application filed March 5, 1908. Serial No. 419,357.

i To all 'whomit may concern.' i I Be it known that I, KIRK G. JOHNSTON, a citizen ofthe United States, residing at No. 6l East Twenty-fifth street, in the city of NewYork, county of New York, and

vState of New York, haye inyented a new and useful Motor-Oiling System, of which the following is a specification.

'This invention relates to improvements in the system of conducting or forcing lubricatingoil to the friction producing surfaces and bearin' of an engine and the objects of rthis invention are, first to provide a device I whereby an even adjustable quantity of lubricating oil may be automatically supplied to each of the several friction surfaces and bearin of the engine whenever same is in operation; second, to provide a device in vwhich the quantity of lubricating oil fed to each friction surface or bearing may be easily and quickly regulated and adjusted, third, to provide a device inwhich the general feeding of lubricating oil to all friction surfaces and bearings may be regulated Without disturbing the adjustment of each separate oil feed, fourth, to rovide an oiling system that will maintaln at all times any desired lubricating oil level in the crank case of theengine and fth to provide a device or system that will permit the use of a large quantity of lubricating oil on all friction surfaces and bearings without the extremeidisadvantage of a large accumulation of said oil in the crank case of the motor.

A engine in which part'of the device is formed A1 and A being the --walls and the' These objects are attained in the mechanism illustrated in the accompanying drawingwhich is made part of this specification and in which F igue 1, is a sectional View ofthe lower part of an. internal combustion engine (two cycle) with this device attached; and Fig. 2, is a top viewv of'a crank-case-pate of the in this instance.

, Similar reference characters refer to similar parts throughout the drawing.

' Figure 1, shows part of a socalled twocycle internal-combustion motor` for which t e this oilin system is primarily devised alt ough it is o vious that 1t may be adapted to any -reciprocatory type of motor. Fig. 2.

shows a to view of the crank-case baseplate, inlw 'ch parts of the oiling device may be formed.

In Fig. '1, A is the crank-casel of the engine tight.

said crank case is constructed and assemf bled in such manner that it is practically air B is the crank shaft and B1 the connecting-rod -wrist-pin; G is the cylinder, H the piston, H1y the piston-'pin upon which the upper end ofthe connecting-rod H2 is journaled. D is the admission pipe. D1 the admission port, E the passage to the cylinder from the crank case, E1 the cylinder admission port, F1 the exhaust port and F the exhaust pipe or chamber.

The operation of the engine is asV follows :-.The up stroke of the piston produces a partial vacuum in the crank-case whichis relieved by the combustible mixture in the.

supply pipe D entering through the port D? as said port is uncovered by the piston when near its extreme outward position; the charge thus\drawn Awithin the crank-case A is compressed by the inward motion `of the .piston H and then expands into the cylinder G as the port E1 is uncovered by the piston H near its extreme inward pesi.-

tiong-this charge is compressed in the cylinder G, ignited and exhausted throu hthe port F1 andthe operation repeats itse f. It is necessary, bothon account of maintaining `the air-tightness of the crank-case and the high s eed of the moving parts, that `this type o motor has adequate lubrication and itis desirable that the quantity of lubricant be in excess of, rather than less than the absolute necessity.

In ordinary practice an excess of lubricating oil accumulates in the crank-case of thel motor and, being agitated .by the movement of the crank or by the dipper H3 on the connecting-rod cap,- is driven with the combustible charge into the cylinder G Where it is burned when the charge is ignited and causes deposits to be formed on the cylinder walls and piston head which are very ,detrimental to the perfect operation of the engine. The burning of said lubricant also causes an obnoxious smoky exhaust, much lubricating oil is wasted and the exhaust port F is clogged. o

This invention consists ,of the .adjustable stand pipe J which may be raised or lowered on a thread inthe well J 1 Awhich is connected b a passage K with the check valve L1 cfbsed at the top by the screw .Lz Beyond the said check valve L1 the excess oil continues through t e pipe M, 'h eld by the packing box or union M1 and packing box M2, to a point designated M3 near the top of the air-tight lubricating-oil tank I which is here shown as cast integral with the engine base and is provided with an air-tight filling lug I? and an air-tight draining plug I3. If the oil tank I extends along several cylinders it had best be partitioned with an aperture I5 near the top of each partition t0 theend that the oil will not all run to one end of the tankl should the engine be inclined in either direction I merely indi- Cates the oil-tank wall and the 'dotted Ii the extent of the oil-tank as here shown It is 4obvious that the oil-tank need not be an integral part of the engine base but may be a separate part and laced at any convenient point. It is also o vious vthat by predetermination of the proper oil level the stand pipe J may be fixedV thus avoiding the necessity of adjustability. Into-thesaid oil-tank are hermetically fitted a number of adjustablecheck-valves O to O9.-The lower portion thereof O1 reaching to near thebottom of the said oil-tank and the upper parts thereof being the adjustable check valve O4,

j When the handle O3 of the said stop lcock is turned in the direction of the arrow the oil will drop (O8) from the nozzle O9 and the quantity of oil to be fed to each bearing or surface may be regulated to suit its requirements by the` manipulation of the wingi Vscrew A05.--Connected to each of the said check valves by a packing box oriunion' Ol is an oil conducting pipe P or R which may be led to the desired surface or bearing- As shown the pipe P conducts oil to one of the `main crank-shaft bearings and the pipe R con-ducts oil to oneA of the cylinders. It is obvious that, if desired, an inclosed lsightfeed of ordinary-construction may be arranged to operate in connection with this oiling system without interfering with the i l spirit or letter. of this invention.

Hermetically inserted to thev top of the oil-tank'is an adjustable spring valve N to N6 -provided with a two-way stop-cock 'NL-.N2 .'which, when turned in the direction of the .arrow `releases at once all the airpressure normallyv inthe oil-tank when the motor is in. action. The valve N3 may be adjusted byl I f the'wing-screw N4 on 'the spring N5 to lower the air pressure in the oiltankto a desired point by permitting a constant air leak through the nozzle Na or it may be tightly l closed. Y Y The base-plate C, as shown in Fig. 1, is-cut I j a boss C1 in which the stand-pipe well J1,

the passage K, the check valve L1 and theV lthreaded boss C2 arev formed. Fig. 2 is a to view of the base-plate C and shows the a jus'table stand pipe J at one side and out of lis obvious that the stan the way of the connecting-rod dipperHs. It

pipe J, the well J1,

Aletter of this invention. As I ain aware that systems for oiling that 'ciple broadly but and the check valve L1 need not of necessity be formedV in or bea art ofthe base-plate Cv but may be separate yforined and vattached to the baseof the' engine or to thesaid baseplate. It is also obvious that in the Vcase of multi-cylindermotors a-stand-pipe J and a check -valve L1 Awill be required 1n the crankcase of each cylinder.

, In operation theoil tank I is filled, the fill# ing plug I2 firmly screwed down and a small quantity of oil put in the crank case A. The motorl is started vand the successive compressions in the crank case drive out the oil therein to the level (Y) to which the stand pipe J :has been adjusted and also produce a constantiA air pressure in the oil tank I, nearly equal to the highest pressure obtained in the 'crank case A, and which'is held in the-said oil tank by the check-valve L1; thc stop-cock O2 is turned to open the nozzle O9 and the quantity of oil desired for each friction surface, bearing or ther point regulatedV by the manipulation of the wing-screw 05 and the stop-cock is turned to feed into the oil conductor P or R after which the .oil is regularly fed to the point desired While the motor reoiling system are to be made tight and maintained in that condition. v

Although the accompanying drawing embodies the preferred form of this invention it is obvious that the details of the several parts may be changed or adapted to other requirements without departing from the spirit or -use air pressure, obtained from the crankcase or from the cylinders, to feed the oil are now in use I do not claimsuch 'prin- Having described my invention "I claim as new, novel and useful and 'desire to secure by Letters Patent l 1. In a motor oiling system thecombinationwith the crank case thereof and using the force of the successive, `compressions therein, of an adjustable oil-level maintaining stand pipe connected to an air-tight oiltank, a check valve in said connection' the said air tight v oiltank, adjustable checkvalves hermetically attached to and adapted to receive oil from the said air-tight oil-tank and means of conveying oil 'from' said ad- 'justable check valves to the required points iso - purpose set. forth.

tight oiltank thereof of an adjustat'ile aux I y iliary val-ve' hermetically attached tothe said therein, substantially as and for the purpose 1o l' -ducting oil from said tankto the desired .force of the successive compressions therein case, 'a passage connecting with said adjuston the' motor, substantially as and for the 2. In a motor oiling system as described: and shown the combination with the airoil-tank and V adapted' to release, either gradually or precipitantl'y, the pressure set forth.

3. In a motor oiling system the combination with the motor-crank-case and using force of the successive compressions therein of means of maintaining a predetermined oil level in'said crank case, -means of conducting the excess oil and the compression from the said crank case into an air-tightbil-tank, the said air-tightv oil-tank and means of con-.y

points -on 'the motor, substantially as and for the purpose set forth.-

4. In'a motor oiling. system the 'combina-v tion With the niotor-'crank-case and using the of an adjustable stand pipe adapted to 'main-z tain apredetermined oil leyel in said crank able 1st-and pipe and adapted to convey the i force of said successi-Ve compressions and the excess oil into an air-tight oil-tank, a check said tank tothe desired points on the' motor,

substantially as and for the purpose set forth.

5.. Ina motor-oiling system the combina! tion 4with the motor-crank-case andusing the.

force of the successive compressions therein of an adjustable stand pipe adapted to maintain a predetermined oil level in said -crank case, a passage' connecting with said adjustable stand plpe and adapted to convey the force of said successive compressions andthe 'excess oil into an air-tight oil-tank, a check valvein said passage, the said -air-tightoiltank, means of conducting oil from the said oil-tank to the desired points on the motor and means of relieving, gradually or precipitantly the pressure in the said oil-tank, subi stantially as and for the purpose set forth.

In testimony whereof I have affixed my t signature to this specification in the presence of the .two subscribing Witnesses.

KIRK G. JQHN'STON. Witnesses:

'ELVA D. FoLLErT, HELEN DENNIsoN. 

